Disclosed is a valve arrangement for aerating spring accumulator brake cylinders in a trailer vehicle with a pneumatic braking system, the valve arrangement having a first connection for a line connected to a reservoir of the trailer vehicle, a second connection for a line leading to the spring accumulator brake cylinders, and a first pneumatic control input, wherein the first connection can be connected to the second connection depending on the pressure on the first pneumatic control input. The first control input is connected to a line connected to a control connection of the trailer vehicle or to a line connected to the reservoir. A valve unit, a pneumatic braking system, a method of operating the same, and a trailer vehicle including the same are also disclosed.

Disclosed is a valve arrangement for aerating spring accumulator brake cylinders in a trailer vehicle with a pneumatic braking system, the valve arrangement having a first connection for a line connected to a reservoir of the trailer vehicle, a second connection for a line leading to the spring accumulator brake cylinders, and a first pneumatic control input, wherein the first connection can be connected to the second connection depending on the pressure on the first pneumatic control input. The first control input is connected to a line connected to a control connection of the trailer vehicle or to a line connected to the reservoir. A valve unit, a pneumatic braking system, a method of operating the same, and a trailer vehicle including the same are also disclosed.

The improved hydraulic control valve includes a spool with a primary side piston having a rigid linkage with a secondary side piston. The primary side providing the ability to tap into an existing hydraulic system without altering the existing hydraulic system pressures or fluid volume. The secondary side piston and associated ports form a regulating assembly for control of the pressures of a hydraulic system and for providing feedback to the primary. The primary and secondary piston sizes may be stepped to create an appropriate amplification ratio for the required secondary brake system pressures in relation to the primary. Multiple secondary pilot signals and multiple primary pilot signals are also envisioned.

A pneumatic pressure control valve for a brake control system of a rail vehicle having at least three pressure chambers supplied with compressed air and are disposed in a housing of the pressure control valve, a first pressure chamber sealed by a piston and by a valve seat arranged on a tappet, subjected to a braking pressure and fluidically connected to a second pressure chamber via a conduit in the tappet to relieve pressure, a further third pressure chamber supplied with a supply pressure, arranged between the two pressure chambers and the sealing between the third pressure chamber and the second pressure chamber is achieved by a flat membrane arranged in the third pressure chamber and which enables the tappet to be axially displaced, the flat membrane has a circular opening arranged substantially centrally to provide a check function and through which the tappet extends in the axial direction.

A pneumatic pressure control valve for a brake control system of a rail vehicle having at least three pressure chambers supplied with compressed air and are disposed in a housing of the pressure control valve, a first pressure chamber sealed by a piston and by a valve seat arranged on a tappet, subjected to a braking pressure and fluidically connected to a second pressure chamber via a conduit in the tappet to relieve pressure, a further third pressure chamber supplied with a supply pressure, arranged between the two pressure chambers and the sealing between the third pressure chamber and the second pressure chamber is achieved by a flat membrane arranged in the third pressure chamber and which enables the tappet to be axially displaced, the flat membrane has a circular opening arranged substantially centrally to provide a check function and through which the tappet extends in the axial direction.

A sequencing valve for an automatic parking brake. The sequencing valve has a housing with a first port for communication with a source of a brake pipe pressure, a second port for communication with an exhaust, and a third port for communication with a brake pipe pressure input of an automatic parking brake. A valve body in the housing is moveable to either isolate the brake pipe pressure from the input to the parking brake, or couple brake pipe pressure to the input so that the parking brake may be released. A pilot is interconnected to the valve body for moving the valve body from the first position to the second position and can be driven by a charging and partial release of brake pipe pressure, charging of brake cylinder pressure, or a pneumatic signal provided by an electrical or a pneumatic control valve.

A relay valve is provided for a vehicle. The valve includes a parking brake piston that is displaceable in a housing and an axially displaceable cuff, a first compressed-air chamber for receiving compressed air from a control line is formed between the parking brake piston and the housing. The valve is also provided with a first spring element, which axially applies a pre-loading force to the cuff, and with a second spring element, which axially applies another pre-loading force to the parking brake piston. An axially displaceable service brake piston is arranged axially between the parking brake piston and the cuff, the service brake piston rests at least radially against the parking brake piston and radially against the housing in a sealing manner, in order to form a second compressed-air chamber.

A sequencing valve for an automatic parking brake. The sequencing valve has a housing with a first port for communication with a source of a brake pipe pressure, a second port for communication with an exhaust, and a third port for communication with a brake pipe pressure input of an automatic parking brake. A valve body in the housing is moveable to either isolate the brake pipe pressure from the input to the parking brake, or couple brake pipe pressure to the input so that the parking brake may be released. A pilot is interconnected to the valve body for moving the valve body from the first position to the second position and can be driven by a charging and partial release of brake pipe pressure, charging of brake cylinder pressure, or a pneumatic signal provided by an electrical or a pneumatic control valve.

A control apparatus is configured to control a brake of a unit hauled by a vehicle. The vehicle includes a plurality of brakes for braking the wheels of the vehicle, a trailer brake for braking the hauled unit, and a parking brake for keeping the vehicle braked while it is stationary. The control apparatus includes a line for sending a fluid to the trailer brake through a control valve in order to brake the hauled unit in certain working conditions, a further line for sending a further fluid to the trailer brake in order to activate the trailer brake in other working conditions, and a valve device for controlling flow of the further fluid in the further line, the valve device being responsive to a signal indicative of the status of the parking brake.

A trailer brake control module (300a; 300b; 300c) for a towing vehicle (502) facilitating braking of a towed vehicle or trailer (504) includes a pressure supply port (P11), a trailer control pressure port (P22), a primary control port (P42) for receiving either directly and/or indirectly a control brake pressure for operating the trailer brake control module (300a; 300b; 300c). The primary control port (P42) receives the control brake pressure from a pneumatically operated pressure medium, a pneumatic control pressure line (308.1) provides alternative control brake pressure for operating the trailer brake control module (300a; 300b; 300c), wherein the pneumatic control pressure line (308.1) receives the alternative control brake pressure from an electronically operated pressure medium, and a relay valve (310) is activated using either the control brake pressure received at the primary control port (P42), or the alternative control brake pressure from the pneumatic control pressure line (308.1).